Toyota 's Supra can be traced back to the late s when the nameplate spun off as a moderately hulked-up version of the company's second-generation Celica coupe. Celica Supras were built with longer wheelbases, were wider, and had more powerful six-cylinder engines. But they were still Celicas. Inthe Supra dropped Celica from its name, and with the introduction of the fourth-generation model in late-'92, now shared about as many ties with the company's entry-level sport compact as it did with the brand's corny little Paseo.
Everything You Need to Know About the Toyota 2JZ-GTE Engine
All of that was mostly because of the MkIV Supra's factory turbocharged 2JZ-GTE powerplant—an inline-six-cylinder engine so ready to make sobering sorts of horsepower that, even 28 years later, pro motorsports teams of all sorts still seek out the early '90s 3.
And for good reason. Few production engines before or since are capable of the sort of outlandish horsepower the 2JZ-GTE's good for with so few modifications.
The 2JZ-GTE's naturally aspirated and easier-to-find older sibling, the 2JZ-GE, is based upon the same short-block and nearly identical but higher-compression rotating assembly, but as far as Toyota's concerned, is only good for about hp. You don't care about these. But you don't live in Japan, and chances are the engine you care about is the North American-bound 3.
But you should; JDM engines are easier to source, less expensive, and just as capable despite some of their shortcomings, like smaller fuel injectors and cams. Toyota took cues from Nissan 's circuit-owning RB series of engines when developing its 3.
Unlike V-type engines, half of the block's rotating assembly doesn't get tossed around in opposite directions from one another. Watch the 2JZ's mess of pistons and rods spin about and you'll notice its front three cylinders do the opposite of its rear. The even distribution of weight means the typical polar rocking motion you'll find in a V-6, for example, isn't there. All you care about, though, is that the design means you can rev it higher longer, safer, and smoother than just about anything else.
Why the MkIV Toyota Supra's 2JZ Engine Is So Good
Being able to double power levels may not seem like something a simple engine's capable of, but that's sort of what make all of this possible. Looking for an engine capable of or more horsepower without cracking open the bottom end?
Build it out of heavier-duty cast-iron instead of aluminum, give it a solid deck to ward off cylinder movement, stuff in a forged crank, and tame the compression ratio with dish-shaped pistons just like Toyota did.
A series of seven main caps keep the crank from shifting and under-piston oil squirters cool the rotating assembly and keep it lubricated at high RPMs. Toyota's people also carefully considered the engine's geometry, integrating the elusive square-shaped design where bore diameter and stroke length are one and the same. Capable of 2, hp Tightly-packaged, inline configuration Non-interference valvetrain Bulletproof cast-iron block Forged crankshaft Massive main journals Under-piston oil squirters Square bore and stroke Timing belt, oil pump, and cooling system capable of 1,plus hp.
Failure-prone timing belt tensioner bracket Oil pump seal can blow out Crank pulley can come apart Poor-flowing cylinder head Failure-prone sequential turbo system. More than doubling the 2JZ-GTE's power output isn't hard, according the guys at FSR, but ditching the sequential turbo system for a larger, single compressor has got to happen first. First, look for a turbo in the 64 to 80mm range accompanied by a higher-flowing external wastegate and ditch the side-mount intercooler for a front-mount unit with more surface area.
GReddy and several others offer upgrade kits that include everything you need to do just that. You'll also need a higher-flowing fuel pump, larger-diameter delivery lines, 1,cc fuel injectors, and some sort of tunable ECU like AEM's Infinity, for example. Aftermarket cams like those from Brian Crower will make getting to that hp mark a whole lot easier and are about the only thing you'll need to touch underneath the valve cover this side of stiffer valve springs to avoid potential valve float.
You'll need more than a 64mm turbo to get anywhere close, though, but it's less complicated than you think. Start with something in the 72mm range, and plan on bulking up the bottom end with forged pistons and rods as well as billet main caps. Larger-diameter head studs will keep the head from lifting off of the block.
Even bigger cams and head porting have also got to be addressed here, and if you don't want to run out of fuel, look to 2,cc injectors—12 of them if you're power goals are silly enough—along with a trio of fuel pumps, depending on how ridiculous and far away from that Celica lineage you want to get.
The 2JZ-GTE translates into a seemingly conservative hp and lb-ft of torque for North American-bound models, and there is a reason things seem so timid.
Since '89, Japanese automakers have avoided expensive horsepower wars by capping production-car output in its homeland to hp. At least on paper. This Gentlemen's Agreement has since been broken, but the once settled-upon but often-not followed terms meant engine's like Toyota's 2JZ-GTE left the production line with a whole lot of unsqueezed juice left in them.After a very long absence and over a decade of anticipation, the new Toyota Supra finally entered the scene last month at the Detroit Auto Show.
Never the less, California-based CX Racing dropped a rendered photo created by Flat Hat 3D on its Facebook page recently, showing a new Supra with an old 2JZ under the hood and a promise that a complete kit would be coming soon for pre-order.
Many people point out that the Bimmer-sourced mill in the fifth-gen Supra — which is shared with the BMW Z4 — is a capable engine in its own right. The big question is whether or not the engine can hold up to insane levels of boost that made the 2JZ such a popular engine for tuners.
In the meantime, Toyota says the new car with hp will sprint to 60 mph in 4.
And for those who absolutely demand a Supra with a storied Toyota mill under the hood, it appears your wishes for a plug-and-play swap kit have already been granted. By : Christopher Smith. The car isn't even available yet, but CX Racing has a swap kit coming soon. Gallery: Toyota Supra. Car Buying Service Get upfront price offers on local inventory. Search for: New Cars.
Used Cars. Toyota Supra. Sign In or Sign Up.Update, April 24, This article was originally published on January 3,when hot-rodder Don Groff was still in the process of assembling his home-built V sports car. This week, Nth Moto, the Minneapolis MN tuning shop assisting Groff, uploaded the following video of Groff taking his now-complete hot-rod on a shakedown drive.
We get to see and hear Groff's V engine powering his vehicle for the very first time. It's magnificent:. Below is our original article as it was published in Januarywhen Groff's hot rod was still under construction. We can't wait to bring you more updates on this exciting and entirely unique creation. Recently, while cruising YouTube, I came across this video.
Uploaded by Nth Moto, a racing and tuning shop in Minneapolis, MNit shows a V12 engine being fired up for the first time. That's exciting in itself, but it becomes far more enticing when you learn a little more about it. See, this V12 engine was made by melding two Toyota 1JZ 2. And it was almost entirely home-built by a long-time hot-rodder with unconventional tastes and amazing fabrication skills.
The year-old retired designer of manufacturing equipment is explaining how, and why, he turned two straight-six motors into one 5. There are 13 oil drain-back holes in the block.
Those are what I used to bolt the cylinders to the crankcase. Groff wanted even firing pulses and inside-the-vee exhaust routing—the latter to let folks know immediately that this wasn't a factory production V These design considerations meant angling the cylinder banks degrees apart. He mounted the right-side cylinder head backwards, modifying it so the cam gears stayed at the front of the engine. Groff laid out a new crankshaft, each rod journal now carrying two connecting rods instead of one, with oiling details and machining handled by Scat.
That might be why they sound so good. Most folks start an engine project with a clear idea of the vehicle it's going into. Groff went about it the other way. While working on chassis design, he determined the engine was far too wide for an offset layout. What resulted was the mid-engine open-wheel single-seater you see here, the engine attached to a Corvette six-speed manual transaxle.
Aside from some precision machining of the engine blocks and heads, and a custom wiring harness and initial ECU programming by Nth Moto, every piece of the project was done by Groff himself.
The target is horsepower. Each 1JZ made around hp stock; roughly 18 lbs of boost from the twin Garrett GTX turbos and an E85 tune should meet the power goal, no problem. Eight hundred was just an arbitrary target that I thought would run good and let the parts live.
As for how he plans to use the open-wheel V12 dream machine? It's a project that's been eight years in the making so far. That doesn't surprise Groff: "I figured it'd be 10 years total, and I'm not gonna be far off that," he told me. The whole project makes no sense, except it's what I wanted to do. It makes me happy. Bottom line, that's all that counts.
I didn't think the world needed another '32 Roadster. Type keyword s to search. Today's Top Stories. Sim Racing Needs Professional Photographers. New Cannonball Record: 26 Hours, 38 Minutes.The engine replaced the past Toyota 7M. The 2JZ is a simple sort of a straight 6 cylinder motor with a hard cast iron cylinder block and 3 liter displacement. Comparing with the 1JZ, the block of cylinders became 14 mm higher.
A crankshaft with a longer piston stroke to 86 mm. The motor is like the 1JZ. It has got two camshafts and 4 valves for each cylinder. The engine is equipped with an ACIS variable length intake manifold. Since the VVTi system was added. There are no hydraulic lifters on the motor. The valve clearance control is needed each 60, mileskm of mileage.
Firing order on the 2JZ is The 2JZ has a toothed timing belt. Its life span is 60, mileskm of mileage. The quickest and craziest Toyota Supra engines horsepower were made of the 2JZs. The 2JZ was produced from to Their specifications are given beneath.
It has got a compression ratio of The first modification produced till had compression ratio of Its capacity depended on settings and varied from to horsepower. The capacity remained the same. The motor was improved with CT20A turbochargers, intercooler, and the other pistons fitted to compression ratio of 8. The connecting rods were borrowed from the 2JZ-GE and the injectors are cc. Such engines developed a capacity of horsepower at rpm.
Due to those factors, the capacity of the exported 2JZ-GTE engine was increased to horsepower at rpm.User Name. Log in. Remember Me? Stop it already. That includes the E39 M5this E46 M3 you are viewing now, and even a Nothing wrong with a good ol' 2JZ swap. What a shame, if you're gonna swap to a non bmw motor, i dont see any other viable option aside from an LS. If that is the case then There are too many of them.
Probably way more than 2jz swaps. Sticky -PM. Originally Posted by auaq. As far as brand preservation The best chassis doesn't always come with the best engine from the factory.
Originally Posted by SpeedLimit? Originally Posted by Sticky. Originally Posted by ricecrackers What do you think of sbf swaps? Theres a bmw in my neighbourhood that has a windsor swap. Aces -AM.
There was this guy who swapped a tvr engine into a an older bmw e9 i guess and that is a pretty wild thing to do as well. Whoever i do fail to see the point of a whp 2jz in a BMW You can achieved that with pretty much every stock BMW 6 cylinder engine.
Piece of cake. You are not pushing it. Ditto the european S50's. Still managble. Hell you can even throw the boat anchor M30 with a MLS and make that kind of power with more torques! LS is a different league. You cant match the na power of that motor with a reasonably priced bmw engine build. Its light, affroadable, can make huge powers with basic modifications and non of these can be delivered with a 2jz motor or any other motor for that matter.
Originally Posted by Aces. Originally Posted by 93siro.Swapping in the V8 from a Ferrari seems absurdly tricky, and yet, that's what someone's actually gone out and done. In a teaser video posted to YouTube Thursday, Donut Media previews the swapped Toyota 86 it's currently building, promising more to come with pro drifter Ryan Tuerck.
We only see the bare frame of the 86 with its new engine being shoehorned in, but already we can tell that a crazy amount of work has been put in this build. The windshield frame had to be cut in order to accommodate the V8's big air intakes, which now face backwards as this motor was designed to be mounted behind the driver. It also looks like the V8 is sitting quite high in the frame, which makes sense given that the 86 was engineered around a much lower flat-four engine.
An LS sits much lower in this chassis because it doesn't have overhead cams like the Ferrari. This is about as ridiculous as drift car builds get, and we can't wait to see it in action. This post was last updated at p. Type keyword s to search.
Aftermarket 2020 Toyota Supra 2JZ Swap Kit Already In The Works
Today's Top Stories. Sim Racing Needs Professional Photographers. New Cannonball Record: 26 Hours, 38 Minutes. Donut Media YouTube. View this post on Instagram. Ryan Tuerck Facebook. Advertisement - Continue Reading Below. More From Car Culture.With its two sequential turbochargers, this 3. But it wasn't just what Toyota itself did with this engine that sealed the Supra's place in history.
It didn't take long for the aftermarket to realize that this engine could be tuned to make way more than horsepower with seemingly no detriment to reliability. It's not uncommon to see modified Supras pushing out well over horsepower with no problems.
Even a conservative tune can turn a Supra into a supercar-rival with relative ease. For this reason, the Supra became a tuner icon, in turn earning it a place in the first Fast and Furious movie and in the hearts of a generation of car enthusiasts. But why was it so good? The main reason? This engine is strong as hell. For starters, all versions of the 2JZ used a cast iron block. That's not great where weight is concerned, but for ultimate strength, it's ideal. Papadakis also points out that the 2JZ is a closed-deck enginewhich means the cylinders themselves are quite strong.
You can force a lot of air through those cylinders without having to worry about the basic structure of the engine. The 2JZ-GTE also benefits from a well-designed three-layer steel head gasket that can withstand high boost pressure without blowing. Then, there's the forged steel crankshaft, which is particularly strong.
And finally, Papadakis notes the girdle at the bottom of the engine, which helps add rigidity to the block. Essentially, Toyota went completely overboard when designing this engine. It shares a lot of design characteristics with a high-compression turbo-diesel truck engine, but it's a gas-powered sports car engine. It's almost as if Toyota designed the 2JZ with boost-hungry tuners in mind from the outset. Be sure to watch the full video from Papadakis.
It's a fascinating look inside a legend, and full of valuable information if you ever take one apart yourself. Type keyword s to search. Today's Top Stories. Sim Racing Needs Professional Photographers. New Cannonball Record: 26 Hours, 38 Minutes. Advertisement - Continue Reading Below.